THE NORTHERN LIGHTHOUSES.
Importance of Lighting the Scottish Coast--Formation of
Board of Commissioners of Northern Lighthouses--Early
Proceedings of the Board--Principal Northern
Lighthouses--The Isle of May Lighthouse--Loss of two
Frigates--Application of the Admiralty to the Lighthouse
Board, by whom the Duties and the Island of May are
purchased--Numerous Shipwrecks on the Island of
Sanday--Foundation-stone of Start-Point Lighthouse
laid--Rev. W. Traill's Address upon the occasion--Subsequent
Proceedings on Sanday Island--North Ronaldsay
Lighthouse--Melancholy Accident--Importance of the Northern
Lighthouses.
The coast of Scotland is deservedly celebrated for the skill and
enterprise of its lighthouse system. This coast, extending to about
two thousand miles in circuit, is, perhaps, the most dangerous of any
in Europe. Previous to the erection of efficient lighthouses, it was
frequently strewed with wrecks, and proved how inadequate to the
protection of the mariner were the few feeble lights which were then
under the controul of private or local trusts. Accordingly, in the
year 1786, the Commissioners of Northern Lighthouses were, by Act of
Parliament, erected into a board, consisting of his Majesty's advocate
and solicitor-general, the chief magistrates of the principal burghs
of Edinburgh, Glasgow, Aberdeen, Inverness, Campbeltown, and the
sheriffs or judges ordinary of maritime counties. The preamble to the
act states, 'That it would conduce greatly to the security of
Navigation and the Fisheries if _four_ lighthouses were erected in the
northern parts of Great Britain;' namely, one on Kinnaird Head, in
Aberdeenshire, one on the Orkney Islands, one on the Harris Isles, and
one at the Mull of Kintyre, in Argyleshire. Such appears to have been
the state of trade in Scotland about sixty years ago, that the
erection of four lighthouses was all that was contemplated. But no
sooner were these four lights erected than their importance to
navigation was immediately acknowledged, and frequent applications
were made on the part of the shipping interest to erect others.
Accordingly as the funds of the board allowed, lighthouses or other
means of exhibiting lights have been erected upon many promontories of
the main land, or upon islands and reefs lying off the coast of
Scotland, including the Isle of Man.
These lighthouses being for the most part situated in remote and
inaccessible districts, it was resolved 'that the engineer should
charter a vessel annually, to carry a full complement of stores and
other necessaries for the use of the lights, and such artificers,
implements, and materials, as might from time to time be found
necessary for making repairs at the lighthouses;' the engineer was
also to pay an annual visit to each lighthouse, and report upon the
state and condition of the buildings, and the conduct of the
light-keepers.
No public lights on the Scotch coast are in the hands of private
individuals. All the light-dues collected from the general shipping in
Scotland are received by the commissioners for public use. There are
now twenty-five land-lights under the charge of the commissioners, for
which due-lights are levied; and there are twenty-eight local or
harbour-lights under the management of trustees and corporate bodies,
maintained by the dues levied on the trade of the respective ports
where the lights are situated, and on vessels resorting to them. Some
of these lights are established by Acts of Parliament, others are
secured by ancient charters to the fraternities of the ports, and
others were erected and are maintained by the ship-owners and
merchants of the ports.
The earliest public light on the Scottish shores is that situated on
the Island of May. This island holds a prominent position at the
entrance of the Frith of Forth, and from its connection also with the
estuary leading to the capital of Scotland and the principal ports of
her commerce, the want of a light seems to have been experienced at an
early period. Over the entrance-door of the old lighthouse-tower a
stone, neatly cut into the figure by which the sun is usually
represented, bears the date 1635.
Much dissatisfaction was produced after the Union, in consequence of
English and Irish vessels being charged with double rates as
foreigners. The light being also a coal-fire exposed in an open
chauffer, was found to be insufficient. Accordingly, in the year 1786
the Chamber of Commerce of Edinburgh made certain representations to
the proprietor which induced him to increase the magnitude of the
light; the chauffer was accordingly enlarged to the capacity of a
square of three feet; and instead of about two hundred tons of coal
per annum, formerly consumed, the quantity of fuel was now doubled.
From this period the light of May became the most powerful coal-light
in the kingdom, although from its exposure it was still found to be
very unsteady in bad weather, when most required by the mariner.
Lime-kilns and other accidental open fires upon the neighbouring
shores, were also apt to be mistaken for the Isle of May chauffer. To
obviate such dangerous mistakes, there was no other method but the
introduction of a light from oil, with reflectors inclosed in a glazed
light-room. Related ineffectual applications to the Duke of Portland
(who by marriage had obtained possession of the light and Isle of May)
served only to illustrate how very objectionable it is to allow
lighthouses and other public works to be carried on by a private
individual for his sole profit. It happened, however, that among
numerous other disasters, two of his Majesty's ships, valued at not
less than a hundred thousand pounds, were, on the 19th December, 1810,
wrecked near Dunbar, in consequence, it is believed, of the light of a
lime-kiln on the coast of Haddingtonshire having been mistaken for the
coal-light of the Isle of May. This disaster attracted the notice of
the Admiralty to the Isle of May light, when it was proposed to place
it under the control of the Commissioners of Northern Lighthouses.
After many negotiations an Act of Parliament was passed in the session
of 1814, empowering the commissioners to purchase the light duties and
the Island of May, for the sum of sixty thousand pounds. This was
accordingly done, and on the completion of the purchase, the first act
of the commissioners was to reduce the light-duty to all British
vessels, so that English and Irish ships were no longer treated as
foreigners, by paying double duty. Immediate measures were also taken
for altering and improving the light; a new lighthouse was erected,
and a light from oil, with reflectors, was exhibited on the 1st
February, 1816, after the existence of a coal-light during one hundred
and eighty-one years. The old lighthouse-tower was reduced in height,
and converted into a guard-room for the use and convenience of pilots
and fishermen.
Soon after the establishment of the Board of Commissioners, repeated
applications were made for the erection of new lighthouses, in order
to avert the misfortunes which occurred every year, especially on the
low shores of the northern isles of Orkney. In the year 1789 a
lighthouse had been completed at North Ronaldsay, but the experience
of twelve years had proved that this was not calculated to prevent the
numerous wrecks on the islands of Sanday and Stronsay. In 1796, when
the engineer was on his annual visit, he was struck at seeing the
wreck of three homeward-bound ships upon the island of Sanday, though
situate only about eight miles southward of the lighthouse of North
Ronaldsay. In the three following years no fewer than eight ships were
wrecked upon the same fatal island. It was therefore resolved, in
1801, that a stone-tower or beacon should be erected upon the Start
Point, which forms the eastern extremity of the low shores of the
Island of Sanday; the building to be constructed in such a manner that
it might, if necessary, be converted into a lighthouse.
In the year 1802, Mr. Stevenson, the engineer of the Northern
Lighthouses, sailed on his annual voyage of inspection, taking with
him a foreman and sixteen artificers to commence the works at Start
Point. The vessel reached Orkney by the 20th April, and even at this
advanced part of the season the islands were covered to the depth of
six inches with snow. This, at any time, is rather uncommon in Orkney;
but such had been the severity of this season in the northern regions,
that a flock of wild swans, which in severe winters visit these
islands, were still seen in considerable numbers upon the fresh-water
lakes of Sanday. Those large birds are supposed to migrate from
Iceland, but are rarely seen in Orkney later than the month of March;
so that their appearance in the latter end of April was regarded as a
mark of a very severe and long-continued winter in the higher
latitudes.
There being no workable sand-stone on Sanday island, a quarry was
opened on the contiguous island of Eda, where it occurred of a
tolerably good quality. In order to render the building substantially
water-tight, it had been originally intended to make it wholly of
hewn-stone built in regular courses; but the quarry of Eda being about
fourteen miles distant from the works, the stones had to be conveyed
by sea through rapid tides; and there being but indifferent creeks or
havens, both at the quarry and at the Start Point, it was found
necessary to make only the principal stones of hewn work, while the
body of the work was executed in rubble building, for which excellent
materials were at hand, consisting of a sort of sand-stone slate or
micaceous schist. The encroachments of the sea had heaped up immense
quantities of these stones at high-water mark all round the Start
Point, the shores of which appeared like the ruins of the wall of some
large city.
By the middle of the month of May sufficient materials were collected
for commencing the building. The workmen having expressed a wish to
have the foundation-stone of the beacon laid with masonic ceremony,
preparations were accordingly made. 'The year of our Lord 1802' was
cut upon the foundation-stone, in which a hole was perforated for
depositing a glass phial containing a small parchment-scroll, setting
forth the intention of the building, the official constitution of the
Commissioners of Northern Lighthouses, and the name of their engineer.
It also contained several of the current coins of George III. in gold,
silver, and copper. The day fixed for the ceremony was the 15th of
May. The weather was dry and tolerably agreeable, though cold with
snow upon the ground; the thermometer stood at 35° in the shade at
noon. The influx of so many strangers to the island for this work, and
the novelty of the intended ceremony, caused most of the inhabitants
to be present to witness it. Every thing being prepared, the engineer,
assisted by the foreman of the works, applied the square and
plummet-level to the foundation-stone in compliance with ancient
custom. The phial was then deposited in the cavity prepared for it in
the stone, and carefully covered up with sand, when the masonic
ceremony was concluded in the usual manner. The Rev. Walter Traill,
minister of the parish, then offered up a most impressive prayer,
imploring the blessing of heaven upon the intended purposes of the
building, and then delivered the following address:--
'This moment is auspicious. The foundation-stone is laid of a building
of incalculable value;--a work of use, not of luxury. Pyramids were
erected by the pride of kings, to perpetuate the memory of men, whose
ambition enslaved and desolated the world. But it is the benevolent
intention of our government, on this spot, to erect a tower--not to
exhaust, but to increase the wealth and protect the commerce of this
happy kingdom. To the goodness of GOD, in the first place, we are
indebted for a degree of prosperity unknown to other nations. In the
next place, we owe our happiness to our insular situation, and
attention to maritime affairs. Faction and civil war have at this
period laid waste the fairest countries of Europe; while peace has
flourished within our walls. Agriculture, commerce, and their kindred
arts, have prospered in our land. British oak hath triumphed; victory
hath been attached to the British flag; and British fleets have
ridden triumphant on the wings of the wind. Consider the great
national objects for which this building will be erected. To protect
commerce, and to guard the lives of those intrepid men who for us
cheerfully brave the fury of the waves and the rage of battle. The
mariner when he returns to the embraces of his wife and children,
after ascribing praise to the Great Giver of safety, shall bless the
friendly light which guided him over the deep, and recommend to the
protection of heaven those who urged, who planned, and who executed
the work. This day shall be remembered with gratitude. It shall be
recorded, that at the beginning of a new century the pious care of
government was extended to this remote island. These rocks, so fatal
to the most brave and honourable part of the community, shall lose
their terror, and safety and life shall spring from danger and death.
Even you, my friends, who are employed in the execution of this work,
are objects of regard and gratitude. You have, for a season, left the
society of your families and friends, to perform a work of high
interest to your country and to mankind. I am confident that you will
act, in all respects, so as to deserve and obtain the esteem of the
people who now surround you. I hope that they will discharge to you
every duty of Christian hospitality, and that you will have no
occasion to feel that you are strangers in a strange land. It becomes
us to remember that all the affairs of men are dependent on
Providence. We may exert talents and industry, but God only can bless
our exertions with success. Let our trust be in Him. Let us humbly
hope that He will bless this day and this undertaking. Through His aid
may there arise from this spot a tower of safety and protection to the
mariner of every tongue and nation.'
The whole of this scene is described as being very impressive; to
which the plain, decent, and respectable appearance of the people
collected on the occasion not a little contributed.
By continuing steadily at work during the summer-months, the beacon
was finished in September. It was terminated, at the height of one
hundred feet above the medium level of the sea, with a circular ball
of masonry measuring fifteen feet in circumference.
The completion of this beacon did not, however, prevent the frequent
occurrence of shipwreck upon the island. It had even become proverbial
with some of the inhabitants to observe, 'that if wrecks were to
happen, they might as well be sent to the poor island of Sanday as
anywhere else.' 'On this and the neighbouring islands,' says Mr.
Stevenson, 'the inhabitants have certainly had their share of wrecked
goods; for here the eye is presented with these melancholy remains in
almost every form. For example, although quarries are to be met with
generally in these islands, and the stones are very suitable for
building dikes, yet instances occur of the land being enclosed, even
to a considerable extent, with ship-timbers. The author has actually
seen a park paled round, chiefly with cedar-wood and mahogany from the
wreck of a Honduras built ship; and in one island, after the wreck of
a ship laden with wine, the inhabitants have been known to take claret
to their barley-meal porridge, instead of their usual beverage. On
complaining to one of the pilots of the badness of his boat's sails,
he replied to the author with some degree of pleasantry, "Had it been
His (God's) will that you came na here wi' these lights, we might a'
had better sails to our boats, and more o' other things." It may
further be noticed, that when some of Lord Dundas's farms are to be
let in these islands, a competition takes place for the lease; and it
is understood that a much higher rent is paid than the lands would
otherwise give, were it not for the chance of making considerably by
the agency and advantages attending shipwrecks on the shores of the
respective farms.'
In his Report to the Board in the year 1805, Mr. Stevenson proposed
that the Start Point beacon should be converted into a lighthouse, and
that the north Ronaldsay light should be discontinued, and its tower
converted into a beacon, as wrecks were found to happen comparatively
seldom upon that island, while hardly a year passed without instances
of this kind in the Island of Sanday; for owing to the projecting
points of this strangely formed island, the lowness and whiteness of
its eastern shores, and the wonderful manner in which the scanty
patches of land are intersected with lakes and pools of water, it
becomes even in day-light a deception, and has often been fatally
mistaken for an open sea. After taking the opinion of persons
acquainted with the navigation of these seas, the change was adopted;
the works at the Start Point were commenced early in the summer of
1805; by the month of November the light-room was finished, and the
light exhibited on the 1st January, 1806.
A melancholy story is connected with the completion of the lighthouse
on this fatal island. The principal mason and his assistants being
desirous of returning home, proceeded to Stromness on the mainland of
Orkney, from whence they were most likely to get a passage to the
southward. The party consisted of six in number; and the foreman's
brother, wishing to go directly to his native place, took his passage
in a vessel bound from Stromness to Anstruther, while the rest
embarked on board a schooner bound for Leith.
The vessel sailed with a fair wind early on the 24th December, 1806.
On the following morning they got sight of Kinnaird Head lighthouse in
Aberdeenshire, and had the prospect of speedily reaching the Frith of
Forth; but the wind having suddenly shifted to the south-east, and
increased to a tremendous gale, the vessel immediately put about, and
steered in quest of some safe harbour in Orkney. At two o'clock in the
afternoon she passed the Portland Frith, and got into the bay of Long
Hope, but could not reach the proper anchorage; and at three o'clock
both anchors were let go in an outer roadstead. The storm still
continuing with unabated force, the cables parted or broke, and the
vessel drifted on the island of Flotta. The utmost efforts of those on
board to pass a rope to the shore, with the assistance of the
inhabitants of the island, proved ineffectual; the vessel struck upon
a shelving rock, and, night coming on, sunk in three fathoms water.
Some of the unfortunate crew and passengers attempted to swim ashore,
but in the darkness of the night they either lost their way, or were
dashed upon the rocks by the surge of the sea; while those who
retained hold of the rigging of the ship, being worn out with fatigue
and the piercing coldness of the weather during a long winter night,
died before morning,--when the shore presented the dreadful spectacle
of the wreck of no fewer than five vessels, with many lifeless bodies.
During successive years the commissioners erected a number of
lighthouses, and laboured with anxious care to render them as
efficient as possible. In some cases where the nature of the
accommodation at the lighthouse stations would permit, a guard-room
was provided for pilots, and shipwrecked mariners were lodged, and, in
necessitous cases, they have even been allowed a sum of money to
clothe and carry them to their respective homes. 'In this way,' says
Mr. Stevenson, 'it has not unfrequently fallen to the lot of the
keepers of the northern lighthouses, to save the lives of perishing
seamen, to succour many poor fishermen and pilots, as well as the
half-starved and unlucky individuals of water-parties, when driven by
stress of weather to these lone places of abode for safety and
shelter. In these varied forms, it will not be too much to suppose,
that the practice of protecting the navigator in distress, which is
said to have formed a chief part of the design of the fire-towers and
nautical colleges of the ancients, is thus in some measure restored.'